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This Paper Is a Postprint (Author Produced Version) This paper is a postprint (author produced version) of a paper published in Proceedings of 2014 International Symposium on Power Electronics, Electrical Drives, Automation and Motion (SPEEDAM) and is subject to IEEE copyright. Published paper: M. Martinović et al., "Influence of winding design on thermal dynamics of permanent magnet traction motor," Power Electronics, Electrical Drives, Automation and Motion (SPEEDAM), 2014 International Symposium on, Ischia, 2014, pp. 397-402. http://dx.doi.org/10.1109/SPEEDAM.2014.6872026 Influence of Winding Design on Thermal Dynamics of Permanent Magnet Traction Motor Marijan Martinović, Damir Žarko, Stjepan Stipetić, Dave Staton Tino Jerčić, Marinko Kovačić, Zlatko Hanić Motor Design Ltd University of Zagreb, Faculty of Electrical Engineering and Ellesmere, Shropshire, UK Computing [email protected] Department of Electric Machines, Drives and Automation Zagreb, Croatia [email protected], [email protected], [email protected], [email protected], [email protected], [email protected] Abstract— This paper presents summarized electromagnetic solution [3],[4]. For traction applications interior permanent and thermal design of interior permanent magnet motor for a magnet (IPM) fits naturally due to its torque-speed low-floor tram TMK 2200. Motor geometry is optimized for characteristic suitable for wide speed range in constant power maximum torque density using differential evolution algorithm. mode of operation which can be tuned as required by proper The influences of winding configuration on power losses and design of the motor. thermal transients in the motor during one driving cycle of the tram have been analyzed. The results indicate that an optimal Tariq et. al. [6] compared different IPM machine designs number of turns per slot and parallel paths can be found to yield for torque-speed profile, efficiency and demagnetization limit minimum temperatures in various parts of the motor considering at different current loading with increased machine cooling. the intermittent character of the load. Wang et. al. [7] researched the influence of PM temperature on performance of IPM traction motors. Rahman et al. [5] Keywords— electric tram, traction motor, permanent magnet defined numerous requirements that an IPM traction motor synchronous motor, electromagnetic design, losses, thermal must satisfy of which the following are in the focus of this analysis, duty cycle, optimization research: high torque density, extended speed range, effective I. INTRODUCTION cooling, safety and reliability. The induction motor (IM) is the dominant type of motor In order to meet all requirements mentioned above in the for driving modern electric vehicles on tracks, namely trams design stage, a need for combined thermal, electromagnetic and electric multiple units. Its main advantages are low cost, and mechanical analysis of the machine arises. Selection of robustness and high reliability. the appropriate type of magnets and winding insulation class are strongly temperature dependent leading to a conclusion Boosting of efficiency in all types of electric drives in that thermal analysis is of equal importance as electromagnetic industry and transport has been made one of strategic goals of analysis, while mechanical analysis provides warranty of energy policy conducted in Europe, United States (US) and safety and reliability at maximum speed. elsewhere. For instance, new efficiency standards introduced by IEC [1], [2] are targeted towards increase of efficiency of This paper studies the possibility of replacing an existing induction and other types of motors supplied from the mains induction motor driving a low floor tram TMK2200 or variable-speed drives which are sold on the European manufactured by Crotram consortium with an IPM motor of market. Similar standards (NEMA, EPACT, CSA, CEMEO the same volume, but with increased torque rating so that six etc.) exist in other parts of the world as well. The increase of induction motors can be replaced with four IPMs. efficiency can be achieved by increasing the size of existing Special emphasis is made on influence of winding design motors and/or installing laminations with lower specific on thermal dynamics of the motor. The selected number of losses. Further improvement may be achieved with redesign of turns per coil and the number of parallel paths determines the the geometry of existing motors by means of mathematical speed at which traction motor enters the field weakening optimization. regime which affects the distribution of copper and iron losses In the case of traction drives, the limited space available on in the motor as a function of tram (motor) speed. As a the bogie of a vehicle is always a restraining factor for the consequence the maximum temperature reached in the various traction motor. In order to increase efficiency and maintain parts of the motor during one driving cycle of the tram reasonable motor size, a synchronous motor with permanent (acceleration constant speed braking standstill) is magnets (SMPM) with its inherently higher torque density and dependent on the winding design. The detailed results of better efficiency than induction motor is emerging as a thermal analysis are presented in the paper suggesting the best speed and motor torque shown in Figs. 2 to 4 have been choice for winding design in this particular case. calculated. The distance between two stations is 1000 m. A driving cycle consists of acceleration to the maximum speed Goss et. al. [8] proposed a design methodology for PM AC of 70 km/h followed by driving at constant maximum speed traction motor. They considered combined electromagnetic, and braking to standstill. The tram is idle for 20 seconds until thermal and mechanical performance. The problem of the the start of a new cycle. winding design (number of turns per coil) emerged also in their research. Nevertheless, the accent was put on thermally The IPM motor must provide 705 Nm of torque during constrained continuous maximum torque (and power) acceleration and 1020 Nm during braking. envelope rather than on the losses and temperature in various active parts during complex duty cycle of IPM railway traction III. MEASURED CHARACTERISTICS OF EXISTING INDUCTION motor as in this paper. MOTOR All simulations in this paper are performed using SPEED The friction and windage losses of the IPM motor and its PC-BDC+PC-FEA and Infolytica MagNet software for through ventilation characteristic are assumed to be the same electromagnetic analysis, and Motor-CAD software for as in induction motor since both motors have the same thermal analysis. The motor design process is further bearings, cooling fan and geometry of cooling ducts. improved by applying evolutionary optimization implemented The amount of friction and windage losses is measured on in MATLAB in combination with commercial SPEED PC- TMK 2200 induction motor in no-load test conducted BDC+PC-FEA software. according to IEC standard [11]. These losses shown in Fig. 5 are used for the purpose of the IPM motor design as an input II. TRACTION MOTOR REQUIREMENTS to PC-BDC+PC-FEA software. An induction motor (IM) which drives low-floor tram TMK2200 is used in this research as a starting point for IPM Since the induction motor forces air flow through axial motor design. The IM mounted on the tram bogie and on the cooling ducts via a shaft mounted fan, in order to define test bed in the Laboratory of Electric Machines at the cooling performance of newly designed machine it is required University of Zagreb is shown in Fig. 1. The main idea is to fit to measure the air velocity in the ducts. Air velocity was the IPM motor into the frame of the existing IM to permit measured using hot wire anemometer at a variety of rotor assembly on the tram without additional modifications. Along speeds in the ducts labeled according to Fig. 5. Cooling ducts with the assumption of identical dimensions of the frame, both were accessible for measurement only on the drive end of the machines are assumed to have the same shaft, bearings and motor since cooling fan is mounted on the rear making the cooling system which result in the same friction and windage openings of the ducts inaccessible. losses. Tramcar series TMK2200 is driven by six three-phase four pole squirrel cage induction motors with the following ratings for maximum load during acceleration: 85 kW, 320 V, 195 A, 477 Nm, 1700 min-1. The maximum speed is 4580 min-1. During regenerative braking the maximum developed torque is -680 Nm. The stator has form wound coils with insulation class 200. Mechanical protection is IP20 (open motor), so a) interior of the motor is exposed to outside moisture and dirt. The torque requirements for IPM motors for the same performance of the tram will be 50 % higher since four motors will be used. The stator is assumed to have random wound coils made of round enameled wire with H class insulation and maximum allowed hot-spot temperature of 180 C. During exploitation wheels of the tram are exposed to wear creating tiny iron particles that can stick to the rotor of the IPM motor due to attracting forces of the magnets. After a certain period b) of time it can fill the air gap and damage the motor. Therefore, Fig. 1. Induction motor for low-floor tram TMK2200, a) mounted on the the IPM motor needs to be built with IP55 degree of bogie, b) mounted on the test bed in the laboratory. 80 mechanical protection (totally enclosed). 1 2 Electromechanical requirements for the traction motor are 0.5 60 0 40 determined by solving kinematic equations of the tram using -0.5 the following data: mass of vehicle and passengers, maximum -1 km/hSpeed, 20 Acceleration, m/s Acceleration, speed, maximum allowed acceleration and deceleration, -1.5 0 0 10 20 30 40 50 60 70 0 10 20 30 40 50 60 70 80 90 maximum allowed acceleration time, maximum allowed path Time, s Time, s for stopping, wheel diameter and gearbox ratio.
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